ES2622159T3 - Safety device for rail vehicles - Google PatentsSafety device for rail vehicles Download PDF
- Publication number
- ES2622159T3 ES2622159T3 ES14711469.8T ES14711469T ES2622159T3 ES 2622159 T3 ES2622159 T3 ES 2622159T3 ES 14711469 T ES14711469 T ES 14711469T ES 2622159 T3 ES2622159 T3 ES 2622159T3
- Prior art keywords
- safety device
- functional element
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- 238000005516 engineering processes Methods 0.000 claims abstract description 15
- 230000004913 activation Effects 0.000 claims description 26
- 230000000284 resting Effects 0.000 claims description 10
- 230000000694 effects Effects 0.000 description 1
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
- B61F19/04—Bumpers or like collision guards
SAFETY DEVICE FOR RAILWAY VEHICLES
The present invention refers to a safety device for the protection of persons according to the general topic of claim 1, which is located under the carriage box before the first set of wheels of a vehicle, in particular of a railway vehicle, which is equipped with a safety device of this type, as well as refers to a method to protect people after a vehicle crash.
By means of the safety device according to the invention not only does the partially wound person avoid stopping under the vehicle in the direction of the wheels, but also a person who is about to be rolled even before Contact with the safety device and through the use of other measures, which are related to the activation of the safety device, can be intercepted smoothly and in the best case is pressed under the vehicle.
The safety device operates on a series of stages and is triggered following an independent logic, which is not part of the present invention.
From the current state of the art, a multitude of safety devices are known in various industries that together seek to dampen or avoid the primary shock - the first shock of a passer-by-car against a bond, that is to say that the passer-by just touches the structure of the vehicle .
The present invention, on the contrary, overturns, in a priority way, in preventing other injuries of a passer-by after the secondary collision - after the impact the pass-through is lying on the ground and is exposed to being run over.
In addition to the current technology in the railway industry, mechanical deflector devices are known that are activated after a secondary impact through a specific mechanism. In most cases, these mechanisms are also mounted under the front of the vehicle and when activated, the deflector itself activates the “kinematic recoil”, due to the distance of both mechanisms. This means that there must be a certain distance between both mechanisms for a significant complete development of the deflector itself after the activation of the mechanism at each travel speed. This type of protection device has already been described in patents DE 255173 and DE 166218. This "pronounced bounce space" is problematic in modern low-floor vehicles, since there is often not enough "free distance" under the front .
On the other hand, the forms of modern front / driver cabins are increasingly frequent, in which the kinematic conditions of the space for the train's light are more or less "arrow-shaped". That reduces the available space in terms of breadth. As long as the deflector does not protrude from the contour of the vehicle, it does not cover the maximum amplitude of the vehicle. Therefore there is a risk that a transeunte is in an unprotected side area under the vehicle.
In addition, deflector mechanisms are known that are mounted directly under the front of the vehicle in a substructure of the vehicle and are permanently in operation. These baffles can be mounted as elastic constructions or be mounted elastically on the substructure, there being a "slit or slit of rest" in the travel path. This cleft equals or represents an insecurity regarding small obstacles.
Airbags are also known that are mounted on the front of the vehicle and due to the long times and stopping distances of the trains they must maintain the internal pressure for a longer time. Therefore, different regulators of outlet or exhaust valves are known. Such a device is mentioned for example in EP 1172261 A1.
Airbags are also known in the industry whose activation must intercept the passerby even before the act of running in front of the front of the vehicle. Therefore, a multitude of airbag shapes are known, which are mounted on the front of the previous vehicle, to soften a first impact of the transeunte with the front structure of the vehicle. All this is discussed in particular in documents DE 10233593 A1 and DE 102006057655 A1.
In American patent US 2003/0047370 A1 a bumper device for vehicles on rails has been described from which its front part can be seen. It is in particular one or more airbags, which are arranged in the coupling device.
For mechanical deflector mechanisms that pass from a rest position to an action position by means of a mechanical activation, there is the “kinematic” distance of the activation process for complete activation in the dimensioning focus. This is specific to each infrastructure.
For permanently active and effective deflector mechanisms, the minimum possible "residual slit" is defined in the travel path, to facilitate all driving states in relation to vertical radii (vertical curves), without reducing the field of action due to a slit that is too big.
The purpose of the present invention is therefore to develop a safety device, which is applied to modern railway vehicles, and with which not only can a partially wound person be prevented from staying under the vehicle in the direction of the wheels, but also that the person who is in a concept of being run over even before contact with the security device through the use of other measures, related to the activation of the security device, is intercepted smoothly and if necessary can be pressed under the vehicle. Another task is to equip the rail vehicle with a device that has a method to protect people after the impact on a vehicle. In accordance with the invention this task is solved by the features of claims 1, 9 and 10. The preferred configurations of the invention are found in the corresponding subclaims.
The invention therefore contains a safety device for the protection of persons, which is arranged under the box of the car before the first set of wheels of a vehicle, in particular of a railway vehicle. The safety device comprises, in accordance with the invention, two functional elements joined together and in an active union, so that a first functional element has been configured as a deflector device. This is arranged in a resting position in a horizontal position and perpendicular to the direction of travel under the carriage box, and after an activation it passes from the horizontal position to a vertical position. The second functional element is fixed to a first functional element and acts as a braking device, where the brake device comprises a mechanical structure or an airbag technology, which is activatable for travel in the direction of travel. It is preferably provided that the functional element configured as a deflector device can oscillate, swing or deviate from a horizontal position to a vertical position and has been fixedly mounted against the direction of travel in the infrastructure of the car body. It is also provided that the functional element designed as a deflector device after activation by means of a mechanical reset can return to the resting position.
In particular, it is preferable that the mechanical structure comprising the second functional element has a translational-mechanical technology and by means of a spring force, a hydraulic force, a pneumatic force, a pyrotechnic force, an electrotechnical / electronic force or a combination of the mentioned forces move to a final position located in the direction of the start of the vehicle. For this, it is also foreseen that the mechanical structure comprising the second functional element can move from the final position to the starting position by means of a mechanical reset or reset.
According to a preferred property of the invention, the use of a deflector technology, arranged laterally and perpendicularly along the entire width of this functional element, is provided so that frontal and lateral braking can be performed. Therefore it is preferable that both functional elements are mechanically and / or electronically activatable.
In particular, it is provided that the first functional element is activated mechanically or translationally and the activation of the mechanical structure of the second functional element is carried out in a translational-mechanical manner.
According to another particularly preferred property of the invention, the use of several airbag technologies as a second functional element, which are arranged along the entire width of the functional element laterally and transversely, has been provided.
The invention also contains a vehicle on rails, in particular a low-ground vehicle, with a safety device to protect people, so that the safety device under the carriage box is in front of a first set of wheels of the vehicle and have the aforementioned features. To avoid repetitions, reference is made to the previous settings. The invention also includes a method for protecting people from a crash against a vehicle, in particular a railway vehicle, so that a safety device of the characteristics mentioned in two stages is activated under the vehicle's car box, and in a first stage activates a deflector device and in a second stage a braking device.
The following explains an explanatory example with the help of the corresponding drawings.
Figure 1: A schematic representation of the previous section of a railway vehicle with a
schematic representation of the safety device in a resting position;
Figure 2: A schematic representation of the previous section of a railway vehicle with a
schematic representation of the safety device in a vertical position;
Figure 3: A schematic representation of the previous section of a railway vehicle with a
schematic representation of the safety device after its complete activation;
Figure 4a-c: a perspective view of the previous section of a railway vehicle with a device
security, which comprises a mechanical structure, in each of the activation stages;
Figure 5a-c: a perspective view of the previous section of a railway vehicle with a device
safety with an airbag technology in each of the activation stages
Figure 1 shows a schematic representation of the previous section of a vehicle on rails 10 with a safety device 1 that is in a resting position, which is arranged under the carriage box, in front of the first set of wheels of the vehicle 10.
Figure 2 shows the previous section of a vehicle on rails with a schematic view of the safety device in a vertical position (functional element 2 activated), so that it can be clearly seen that the safety device 1 comprises two elements 2.3 functional units that are in an effective activation set, so that the first functional element 2 has been configured as a deflector device, which is in a resting position horizontally and vertically to the travel direction under the box of the wagon, and after an activation it passes from the horizontal position to a vertical position and in this position it is at a distance from the travel path.
Both functional elements 2, 3 do not physically constitute a unit or a set, but are independently activated from each other. But they are in an efficient connection so that the second stage (functional element 3) is mechanically linked to the first stage (functional element 2), so that the second stage is activated after an activation of the first stage.
Figure 3 shows a schematic representation of the previous section of the vehicle on rails with a schematic representation of the safety device after the complete activation of both functional elements 2 and 3.
Figures 4a-4c and Figures 5a-5c respectively show different variants of the invention, whereby in Figures 4a-4c a functional element 3 is used, which consists of a mechanical structure and in Figures 5a-5c it is used a functional element 3, comprising an airbag technology. Figures 4a and 5a show the resting position of the safety device. Figures 4b and 5b show the activation of the functional element 2 in a first stage and Figures 4x and 5c respectively show the total activation of the safety device.
In a first stage after activation, the first part of the safety device 1 is activated, that is, the first functional element 2, which has been configured as a deflector device and is disposed transversely to the travel direction under the carriage box. a vehicle on rails 10, that is, moving from a horizontal resting position to a vertical final position. This first activation can be done mechanically by rotation or translation. In a second stage the second functional element 3 is activated, which acts as a brake device and is fixed to a first functional element 2, so that the mechanical structure 4 that is in the vertical final position extends to the travel direction . This translational-mechanical measure can be carried out by known alternative measures. Once the activation of both functional elements 2,3 of the safety device 1 ("complete activation") has been carried out, the safety device can be mechanically repositioned - according to the indications of the second stage.
The first part or piece (functional element 2) of the safety device 1 is carried out by means of a measure that is characterized by a horizontal rest position as well as a vertical activity position. This is located under the driver's cab of the rail vehicle 10, clearly in front of the first set of wheels, and is mounted on the infrastructure. This first piece can be a piece similar to the already known "stone remover", which is generally in the "final position / active position", if possible, perpendicular to the travel path, is defined between the travel path and the vehicle infrastructure and is mounted effectively against the direction of travel. The second piece of the safety device 1 (functional element 3) follows another measure as it begins to move starting from the first measure with an active position widening in the direction of travel or even "sliding forward". The objective of this widening or movement is before a passer-by that is crossing to get it to brake before contact with the first stage of the device. Possibly the aforementioned transeunte can be pressed out under the vehicle, which is equivalent to a side effect of the invention. Another advantage of the invention is that in case of failure of the functional element 3, at least the functional element 2 displays its action.
One possible mode of operation of activating the first operating element 2 may be to rotatably open a mechanical deflector that passes from a horizontal position to a vertical final position. Another mode of operation may be a sliding from a resting position to the vertical end position. Therefore, a “residual slit” of the piece to be opened or to slide to the final position may appear in the travel path, since the main objective of this measure is to act as a support for a second stage or for a second element, as well as to guarantee to the transeunte that is under the vehicle that it remains under the rotating platform of the train. Ideally, the "residual slit" can be minimized in the travel path to maximize the "repulse function".
A second stage gives rise to a measure that acts on the horizontal plane that aims to, in the concept of the transeunte that is going to be run over, not only to smoothly intercept before the first stage, but ideally even avoid the one that It will be run over or it will stop under the head of the vehicle of a railway vehicle.
This second stage can be carried out following various technologies. Below are two technologies that replace other different technologies.
A possible configuration of the second stage (functional element 3) is a mechanical-translational technology in the form of a mechanical structure 4, which is mounted in the first stage and by means of prestressing, for example, with elasticity, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical force / electronic force or a combination of all the aforementioned forces is applied from the resting position to a final position.
Another configuration is carried out using an airbag technology 5. To do this, it must be activated under the vehicle, and must be activated in the direction of travel in order to act in the direction of travel and gently intercept the transeunte before contact with the first stage of the safety device 1. Ideally, passersby, which are already partially under the vehicle or have already been run over, can again be pressed under the vehicle. After full activation the safety device 1 can mechanically move back to the starting position:
- The first stage by mechanical restart in the starting position;
- The second stage depending on the technology used.
If a mechanical-transfer system is used by restarting the starting position or in the airbag technology, a relaxed airbag should be removed and the replacement system must be assembled. Other advantages of the invention described are, in particular, the simple, robust mode of operation of a functional translational-mechanical or rotary mechanical element 2 (step 1) as well as a safe function of the braking mechanisms (step 2, functional element 3) by means of the protected space in functional element 2 in the rest position.
In case of using a mechanical structure 4 as stage 2, the braking of a pure mechanical pathway is implemented, for example, by elasticity, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical / electronic force or a combination thereof. This configuration is not only especially simple but it is also reversible and therefore easily repositionable.
If an airbag technology 5 is used as stage 2, it is inflated by the special arrangement of the airbag to the left and to the right of the functional element 2 (stage 1) horizontally and thereby prevents the frontal or possibly lateral penetration of a transeunte . The activation of both stages can be done both mechanically and electronically. In case of an electronic activation, an airbag could assume the function of the opening mechanism and in this function a first additional deceleration mechanism connected upstream will be present.
- 510fifteentwenty25303540Four. Fivefifty551. Safety device (1) to protect people, said device being located under the carriage case in front of the first set of wheels of a vehicle, in particular of a rail vehicle or on rails (10), which is characterized by This device consists of two functional elements (2,3) that are connected to each other and can interact with each other, so that- The first functional element (2) has been designed as a deflector or diverter device that is in the resting position in the horizontal position under the carriage and disposed transversely to the travel direction of the vehicle and can move to a vertical position after being activated from the horizontal position and in this position it is at a distance from the travel path,- The second functional element (3) is attached to the first functional element (2) and acts as a deceleration device, where the speed reduction device consists of a mechanical structure (4) or at least one airbag technology (5 ), which can be activated to move or expand in the direction of travel.
- 2. Safety device (1) according to claim 1, characterized in that the functional element (2) that has been designed as a deflector device, can be tilted, pivoted or moved from the horizontal position to a vertical position and this firmly attached to the substructure of the car in front of the direction of travel.
- 3. Safety device (1) according to claims 1 and 2, characterized in that the functional element (2) designed as a deflector device can be readjusted by means of a mechanical readjustment to the rest position after its activation.
- 4. Safety device (1) according to claims 1 and 3, characterized in that the mechanical structure (4) comprising the second functional element (3) consists of a mechanical and translation technology and can move into a position terminal in the direction of the front of the vehicle by means of a preliminary load, preferably by elastic, hydraulic, pneumatic, pyrotechnic, electrotechnical / electronic forces or a combination of the mentioned forces.
- 5. Safety device (1) according to claim 4, characterized in that the mechanical structure comprising the second functional element (3) can be readjusted again from the final position by a mechanical readjustment to the initial position.
- 6. Safety device (1) according to claim 1, characterized in that at least one airbag technology (5) has been arranged laterally and transversely, over the entire width of the functional element (2), so that it is possible a lateral and frontal deceleration of the people who enter.
- 7. Safety device (1) according to one of the preceding claims, characterized in that both functional elements (2,3) are mechanically and / or electronically activated.
- 8. Safety device (1) according to claim 7, characterized in that the functional element (2) can be activated by a rotational or translational mechanical means and the activation of the mechanical structure (4) of the functional element ( 3) is carried out by a mechanical means of translation.
- 9. Vehicle on rails, in particular a low-ground rail vehicle, equipped with a safety device (1) to protect people, so that the safety device is arranged under the carriage against the first set of wheels of the vehicle railway (10), characterized in that the safety device (1) has been configured according to the features of claims 1 to 8.
- 10. Method for protecting people after an impact with a vehicle, in particular on a rail vehicle, characterized in that a safety device (1) is provided under the car of the vehicle in accordance with the characteristics of the claims 1 to 8, which is activated in two stages, so that in a first stage a deflector device is activated and in a second stage a decelerator device.
Priority Applications (3)
|Application Number||Priority Date||Filing Date||Title|
|DE102013204555.7A DE102013204555A1 (en)||2013-03-15||2013-03-15||Safety device for rail vehicles|
|PCT/EP2014/054790 WO2014140074A1 (en)||2013-03-15||2014-03-12||Safety device for rail vehicles|
|Publication Number||Publication Date|
|ES2622159T3 true ES2622159T3 (en)||2017-07-05|
Family Applications (1)
|Application Number||Title||Priority Date||Filing Date|
|ES14711469.8T Active ES2622159T3 (en)||2013-03-15||2014-03-12||Safety device for rail vehicles|
Country Status (9)
|EP (1)||EP2969700B1 (en)|
|CN (1)||CN105008206B (en)|
|AU (1)||AU2014230813B2 (en)|
|CA (1)||CA2901878A1 (en)|
|DE (1)||DE102013204555A1 (en)|
|ES (1)||ES2622159T3 (en)|
|PL (1)||PL2969700T3 (en)|
|RU (1)||RU2643859C2 (en)|
|WO (1)||WO2014140074A1 (en)|
Families Citing this family (5)
|Publication number||Priority date||Publication date||Assignee||Title|
|DE102013211273A1 (en)||2013-06-17||2014-12-18||Bombardier Transportation Gmbh||Rail vehicle with a device for the protection of passers-by and a device for the protection of passers-by|
|DE102014204271A1 (en)||2014-03-07||2015-09-10||Bombardier Transportation Gmbh||Rail vehicle with a device for the protection of passers-by and a device for the protection of passers-by|
|DE102016213777B3 (en) *||2016-07-27||2017-08-31||Siemens Aktiengesellschaft||Personal protection device for a vehicle|
|DE102018133177B3 (en) *||2018-12-20||2020-04-16||Bombardier Transportation Gmbh||Modular personal protection device under the vehicle|
|DE102018133181B3 (en) *||2018-12-20||2020-04-16||Bombardier Transportation Gmbh||Personal protection device for fastening to the underside of a rail vehicle|
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